Internal-combustion engine.



M. NUTA.

INTERNAL COMBUSTION ENGINE.

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED NOV. 2|, 1916- Patented Aug. 27, 1918.

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MEYER NUTA, OF CHICAGO, ILLINOIS.

INTERNAL-COMBUSTION ENGINE.

Application filed November 21, 1916.

.'Z 1o all whom z'z may concern.'

Be it known that I, MEYER NUTA, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specifieation.

My invention relates to internal combustion engines and particularly to a valve gear therefor adapted to control the admission of the fuel charges, and the exhaust of the products of combustion; and which also serves as a carrier for the electric igniters by which the fuel charges are fired. The invention has for its object to render more simple and at the same time more etlicient an internal combustion engine, as regards the features above specied and the means for merating the valve gear.

In the aceompanyiiig drawings I have illustrated the preferred embodiment of my invention as applied to a multi-cylinder, four-cycle, internal combustion engine in which- Figure l is a vertical longitudinal sectional view through the upper portions of the cylinders of the engine.

Fig. 2 is a vertical transverse sectional view through one of the cylinders taken on the line II-II of Fig. I.

Fig. 3 is an end view illustrating the connection with the generator which supplies current to the igniters.

Fig. 1li is an end view illustrating the means for driving the valve gear.

Fig. 5 is a plan view of part of the valve shaft.

Fig. G is a detail perspective view of the packing means for rendering gas-tight the 'valve gear for each cylinder'.

As my invention may be used .in connection` vith internal combustion engines of various forms, I have not illustrated the common and well known features of such an engine in any detail, it being understood that they may be of usual or preferred construction.

Referring to the drawings Q, 2v, indicate the cylinders of the engine, and 3 the heads which close these cylinders at the explosion chamber ends thereof. The cylinders, including their heads, are water-jacketed for cooling purposes, as indicated at t. The cylinders of the engine are preferably ar- Speccaton of Letters Patent.

Patented A1102 27, 1918.

Serial No. 132,600.

ranged in a row and are integrally united as is common practice, and their heads are shaped to constitute a half bearing for a shaft 5 that extends across the tops of 'the cylinders. The balance of the bearing for this shaft, which is of peculiar construction as will be presently explained, is formed in a cap piece G adapted to be bolted to the cylinder heads 3. The cap piece is preferably hollow, as indicated at 7, and when securedin place the hollow spaces therein communicate with the spaces 4 of the cylinders, so that the cap is water-jacketed and cooled the same as the cylinders. The shaft is formed with a series of enlargements 8 corresponding in vnumber with the cylinders 2 and spherical in shape, and in these enlargements are formed passages 9 controlling the inlet and exhaust to the cylinders, and recesses or seats l0 for the igniters. The shaft is also formed with a central longitudinal bore 1l in which are located the insulated wires l2 for the igniters, and lateral passages 13 lead from the central bore to the recesses l0, carrying the wires for the several igniters. An opening 14 in each cylinder head forms a communication between the cylinder chamber and the' space in which is located an enlargement 8 on the valve shaft 5. The passages 9 are preferably straight, extend through the enlargement. from face to face, and are disposed on opposite sides of the central bore, the longitudinal axis of the bore 11 and the passages 9 being at right angles to each other, although not intersecting. They are also preferably located between the recesses 10 and the central bore 1l, as represented in Figs. l and 2.

In order to pack the enlargement 8, rendering it gas tight and preventing any leakage from the cylinder 2 communicating therewith, I preferably employ the novel form of packing indicated in Fig. 6, applying it to the enlargement, which is grooved as indicated in Fig. l. l5 indicates circumferential grooves in the face of the enlargement 8, located one on either side, longitudinally, of the passages 9. In these grooves are seatedthe packings 16, which are preferably split steel rings shaped to fit the grooves and to engage with the walls of the bearing kin a well known manner. Surrounding each end of each passage 9 is a seat 17 adapted to receive a packing ring 18; and each seat 17 preferably communicates with both circumferential grooves 15 by short longitudinal grooves 19. In the grooves 19 are seated short connecting pieces 20 uniting the circumferential packing rings 16 and the smaller packing rings 1S surrounding the ends of the passages 9. It will thus be seen that the several packing rings or elements for each spherical enlargement 8 of the valve shaft, that is, the tivo circumferential rings 1G and the four rings surrounding the ends of the passages 9, are united and constitute a. unitary structure, which is illustrated in detail in Fig. 6. l do not Wish, however, to be understood as meaning that my invention is limited in this feature to having the several packing elements united or integral, as they may be separate; but the arrangement that l have described is the one which l prefer, as it insures that all the packing elements for each enlargement S shall be maintained together and in position for ready application to the seats which they respectively occupy.

ln each of the recesses 10 is mounted an igniter Q1. T his may be of any suitable or preferred construction, and is therefore not herein illustrated in detail. Sullice it to say that, as usual, the igniter has an insulating support, that is adapted to be con- V-iected, as by screw threads, With the enlargement of the shaft 5 so that it may be easily removed for replacement and repair as circumstances may require. ns alreacy stated, the Wires for the several igniters eX- tend through the lateral passages 13, and are arranged to be automatically brought into electrical connection each With one of the points 22 of the igniter when the latter is screwed into place.

indicates a plug adapted to close an opening through the cap G opposite the path traveled by the igniters as they move due to the rotation. of the shaft 5, Each plug carries brush 2st preferably formed of steel bristles arranged to engage with and clean the points of the igniter as they are moved past the brush. rllhe removable plug perf mits easy access to the igniters. The Wires 12 lead to one end of the shaft 5 Where they Aseparate and are severally secured to the metallic plates 25 of a. connnutator, the plates being carried by an exposed end of the shaft. This end is covered by a housing or cap 2G, unitedL Awith the engine body by spring cat-ches 27, or other suitable retaining means. rlhe cap carries terminals for the Wires 2S leading to the vibrator of the electric ignition. system; and a brush or Contact member 29, with which one of the Wires Q8 is electrically connected, adapted to bear upon the commutator rlhese parts are so arranged that a spark is caused to be produced between the points of the igniters at proper moments to cause the operation of the engine, in the manner Well known in the art.

rEhe shaft is preferably provided With roller bearings 29. The end of the shaft opposite that carrying the commutator 25 .is exposed, and here are provided the means by Which the shaft is turned. At this end the shaft carries a disk 30 from which eX- tend a series of short studs 31 arranged in a circular series, and, in the embodiment of my invention here illustrated, eight in number.

33 indicates a lever arranged to be operated by an eccentric 32 on the crank shaft of the engine, and supported upon a. fulcrum pin 34: that passes through a slot 35 in the lever. The arrangement shown insures that the lever shall oscillate about the pin and also move lengthwise relative thereto, due to the movements of the eccentric. The upper endof the lever is eX- panded as indicated at 36, and lies opposite to the disk 30 at the end of the valve shaft. In the face of the expanded end of the lever that is tovvard the said disk is formed a groove 37 that is arranged. as tie lever is moved, to successively engage ivith the studs 31. As the lever is swung in one dh rection it engages With one of the studs, say the one designated l, in Fig. l., during a half revolution of the crank shaft, and communicates to the shaft 5 a one-eighth revolution in the. direction of the arroiv on said ligure. The other half revolution of the crank shaft vibrates the lever in the opposite direction and also moves it longitudinally, relative to the pivot 34, in the oppesite direction to that in which it ivas moved during the lirst referred to half revolution, and these movements of the lever cause its groove 37 to engage with a pin on the side of the disk opposite to stud l, as for instance that designated 1V. rlfhe movement of the lever during the second half revolution and While in engagement With stud lV causes a second one-eighth revolution of the shaft also in the direction indicated by the arrow Fig. t. When the crank shaft begins another revolution the lever is shifted and its groove 3T Will engage with pin VH1 and turn the shaft 5 a third one-eighth revolu tion; and so the lever operates upon the studs 31, first on one side of its axis, and then on the other side, successivelyY turning it one-eighth of a revolution for the engagement with each stud. As the lever is shifted from one side of the axis of the shaft 5 and from engagement vvith one stud, to the other side and to engagement with another stud, there is a short period during which the shaft 5 is at rest. This shaft is therefore intermittently turned, a step at a time, each step being one-eighth of a complete revolution, and the complete revolution of thc shaft being effected by four revolutions of the crank shaft.

38 indicates the inlet passage, which is preferably arranged through the cylinder head 3, and 39 indicates the exhaust passage. With these are connected, on one side the carbnreter, and on the other the muffler; but as these are well understood in the art and of themselves form no part of my invention. they are not shown.

t will be seen by reference to Figs. 1 and 5 that the ends of the passages 9 and the recess 10 for the igniters are disposed in a zone encircling the enlargement 8 and located opposite the opening 14 into the explosion chamber of the cylinder.

The operation of an engine provided with the invention which I have described may now be set forth, it being assumed that the engine is of the four-cycle type; and in this statement the working of one cylinder only will be considered. On the intake stroke of the piston the valve shaft 5 is turned, from the position indicated in Fig. 2, in the direction of the arrow in that view, so as to cause one of the passages 9 to register with the inlet passage 38, permitting the cylinder 2 to be filled with the fuel charge. During the one-eighth revolution of the shaft 5 which takes place on the intake stroke of the piston, an open end of the passage 9 entirely crosses the inlet passage 38, so that at the end of the piston stroke and of the one-eighth movement of the shaft 5, the inlet passage is entirely cut off from communication with the cylinder. During these movements the exhaust passage is cut off and the igniters are not in communication with the interior of the cylinder. lvVhile the piston is performing its compression stroke the valve shaft 5 is `given a second forward movement, which brings one )f the igniter-s 2l opposite to the opening 3, and hence into communication with the interior of the cylinder; and at the proper instant an electric charge is passed to the igniter and caused to fire the compressed fuel charge. During these last referred to movements both inlet and outlet passages are cut off from the cylinder. On the outward, working stroke of the piston thc valve shaft is given a third one-eighth turn, during which communication with both exhaust and inlet passages remains cut off, and the igniter just used is carried past the opening leland away from communication with the interior of the cylinder Q. As thev piston perfornis the exhaust stroke the passage 9 through which the fuel charge ,just burned was admitted to the cylinder, is brought, by the turning' of the shaft 5, into position to unite the exhaust passage 39 with the interior of the cylinder, so that the cylinder may be freed of the products of combustion. The engine has now made a complete cycle of movements, the crank shaft has turned twice, and the valve shaft has made a half revolution. The parts of the latter are now in the positions they occupied just before the beginning of the first movement described, except that the positions of the two passages 9 and of the two igniters are reversed, and during the next complete cycle of movements the second passage 9 and the second igniter come into operation as just described, while the passage and igniter first referred to are idle.

By supporting the igniter on the valve shaft 5 it is apparent that itis in communication with the cylinder 2 for only a short time during each revolution of the shaft 5. It therefore is not so liable to become foul, as in the arrangements now commonly employed, and it has the opportunity of cooling after each ignition; so that in using my invention I find there is less trouble with the igniter than where this element of the apparatus is in constant communication with the cylinder. It is apparent that the valve shaft 5 might carry but a single igniter and be provided with but one passage 9 for each cylinder, in which event the driving mechanism therefor would be arranged to turn it a one-fourth revolution for each stroke of the piston; but I prefer the arrangement shown, as it causes less power to operate, is subjected to less wear, and does not become so heated, through giving greater proportionate periods of time for cooling.

Each time one of the igniters passes the brush 24 its points are cleaned.

The valve arrangement which I have shown is not only simple in construction and possesses the advantages I have pointed out, but it is also positive in its movements and of great strength, which are desirable features; for, as it is well known, the intake and exhaust valves of internal combustion engines are subjected to violent strains and shocks, incident to the repeated explosions that take place in the cylinders, and many valve troubles of engines of this type are incident to these facts. l/Vith an arrangementsuch as I have devised., however, the valves are sufficiently strong to successfully resist the forces to which they are subjected throughout practically the life of the engine; and such forces and stresses do not tend to disarrange parts and impair the working of the engine, since the valve system is a single integral structure of great strength.

l. In an internal combustion engine, the combination withay cylinder in the head of which is formed opening and having inlet and exhaust passages, a rotary shaft supported on the cylinder head, the shaft being perforated and adapted when the shaft is properly turned to establish communication successively betvveen the cylinde and the inlet and the exhaust passages respectively, and provided also ivith a scat. for the igniter, the openings to the perforation in the shaft and the igniter seat being in the zone of the shaft that is opposite the said opening in the head of the cylinder.

2. in a. multi-cylinder, inte 'nal combustion engine, in which the cylinders are disposed in line ivith each other, a shaft extending across the heads of the cylinders, the shaft being transversely perforated to serve as a valve device controlling the inlet and exhaust for the several cylinders. and being longitudinally perforated, igniters carried by the shaft, electric Wires extending through the longitudinal perforation of the shaft and leading respectively to the igniters, and means for rotating the shaft in synchronism With the movements of the pistons in the cylinde 8. ln a. multi-cylinder internal combustion engine, in which the cylinders are arranged in line vvith each other, a shaft extending across the heads of the cylinders. the shaft being formed with spherical enlargements and being perforated through the enlargements to produce passages by vhich the interiors of the cylinders are respectively7 brought into communication with the inlet and with the exhaust passages of the engine as the shaft is turned, and igniters supported in recesses .formed in the said spherical enlargements of the shaft, and means for rotating the shaft in synehronism with the movements of the pistons in the cylinders.

4. ln an internal combustion engine, the combination With a cylinder in the head of which is an opening into the cylinder and having inlet and exhaust passages, of a shaft having a spherical enlargement supported So that a zone of the enlargement moves past the opening into the cylinder, there bcing formed in the enlargement a pair of passages the openings to vvliic'h arc located in the said Zone of the enlargeincm, arranged to successively as communi" eating ducts between the inlet the cylinder and the cylinder and the ef;- hanst passage, as the shaftis turned, and there being also peripheral recesses in the enlargement disposed in the said Zone' and one between the ends of each perforatiein igniters located i.; the said v and means for rotating the said shaft n'ith a step-bystep movement an eighth revolution to each reciprocation of the piston in the cylinder.

ln an internal combustion engine, the combination With an ignitcr, of a movable erases support therefor, means for periodically moving it into and out of communication .vith the interior of the engine cylinder, and a brush arranged outside the engine cylinder for cleaning the points of the ig niter it is moved.

(l. in an internal combustion engine, the combination With an igniter, a rotary support therefor, means for turning the support so as to bring the igniter alternately into communication With the interior of the cylinder and to carry it out of such communication, and a brush adapted to clean the points of the igniter located in position to engage therewith ivhile the igniter is not in communication with the cylinder.

7. ln an internal combustion engine, the combination with a cylinder, a rotary shaft therefor supported in the head of the cylinder, an igniter carried by the shaft and arranged to be successively moved into communication With the cylinder and to be carried out of such communication` a bearing surrounding the shaft and having an opere ing through it opposite to Which the. igniter is moved, a removable plug adapted to close the opening through the bearing, and a brush carried by the nlug for cleaning the points of the igniter as it is moved past the same.

8. ln an internal combustion engine, the combination Wit-li a cylinder in the head of which is an opening, of a shaft formed With a spherical enlargement, a Zone of which is adapted to pass the opening into the cylinder, a bearing surrounding the enlargement of the shaft., the said enlargement being trz'msversely perforated to form a yalve device arranged to control the inlet and ef;- haust for the cylinder, the peripheral perforation ends being located in the said Zone, and gas packing bounding the aforesaid zone of the enlargement and also arranged about each perforation end.

9. ln an internal combustion engine, the combination With a cylinder in the head of which is an opening, of a shaft formed with a spherical enlargement, a zone of which is adapted to pass the openin j into the cylinder, a. bearing smrounding the elilargement of the shaft., the said enlargement having formed through it tivo perforat-ions on opposite sides of the axis of rotation of the shaft. the peripheral ends of the perforations being located in the aforesaid zone, and a metallic gas packing bounding the said zone and each perforation opening, the said gas packing being an integral structure.

i EYER NTA.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of iatents,

Washington, T3. 

